Railway-car



(No Model.)

W. W. GREEN 8: J. MURISON.

RAILWAY OAR.

No. 372,615. Patented Nov. 1, 1887.

Fig. 1

Fig, 2 WITNESSES: IIVVE/VTORS g 9 5m. .10 m. M

r fig B Y 5 .7 .Vamzag ATTORNEY N ETERS. Pl amlixhu m lw. Washinglnn. n. C.

UNITED STATES PATENT @rricn.

\VILLIAM \V. GREEN AND JAMES MURISON, OF CHICAGO, ILLINOIS.

RAILWAY-CAR.

SPECIFICATION forming part of Letters Patent N0. 372,615, dated November 1, 1887.

Application filed January 5, 1887. Serial No. 223,416.

To all whom it may concern:

Be it known that we, WILLIAM W. GREEN AND JAMES MURIsoN, citizens of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented a new and useful Railway-Car, of which the following is a specification.

Our invention relates to improvements in the mode of constructing the frame-work of a car, such as may be used upon locomotive railway lines or tramway lines of the subdivisions of a town or city, reference being had to the accompanying drawings, forming part of this specification, in which Figure 1 shows a side elevation, partly sectional, of our improved railwaycar. Fig. 2 shows an end elevation of the end transverse frame of our improved car. Fig. 3 shows a side elevation of a part of the end of car-frame in section.

Similarlettersrefer to similar parts throughout the difierent views.

A represents the transverse frames of framework of car, and the said transverse frames are instrumental in supporting and holding in their relative positions the several parts of frame, that the whole combination, one part with the other, relatively becomes as a hollow girder or beam.

B represents metal tnbes,through which the cables or solid rods of iron pass and reach the entire length offrameofcar, so that the several transverse frames A are collectively joined together. 0 indicates the cables or rods of iron that pass through the metal tubes B, and each end of said cables or rods is furnished with nuts 0, by which the said rods 0 become instrumental in causing the entire framework of car to become in reality the same as a hollow beam or girder, with the advantage that the metal composing the tension-rods is not reduced in strength by perforations or holes for bolts or rivets. The braces D, (shown in the sides of car and immediately above the car-wheels,) are secured in position by the ca bles or rods 0, each end of said braces being transfixed by the rods or cables 0. The said braces, however, can be varied or placed to accommodate the circumstances under which the car requires to be constructed, and conse- (No model.)

quently will be as variable as the braces in girders of ordinary construction.

Projecting from the end transverse main frames of car are additional auxiliary trans verse frames a, that are supported from the end transverse frames, A, by short distanceblocks a, through which a rivet or bolt, a, passes, and joining the said auxiliary trans verse frame to the main end transverse frame. The object of the auxiliary frame is to expose a clear and even surface, so that a covering of wood or iron is more easily attached, and at the same time admitting free access between the said end and auxiliary frames, so that the nuts 0 of cables or rods 0 can be conveniently examined and operated upon, either tightened or loosened, as circumstances require.

The frame of car shown represents an ordinary passenger-car,with a door at each end of car, and the ear supported at each end by the usual bogie truck. The bottom course of cables or rods 0 relatively become as the lower flange of a beam or girder supported at each end, and the said cables or rods, being easily produced of a superior metal and of an undivided length for their entire stretch, allow of the minimum of metal to be used in the said lower course of rods, so that strength and lightness in construct-ion are most advantageously attained. The top course of tubes B relatively becomes as the upper flange of a beam or girder, the cables or rods that pass through the said tubes collectively joining the tubes through which they pass as one entire individual length. The intermediate tubes, B, and rods 0,01 the sides of car assist to prevent any buckling of the transverse frames A, and in a freight-oar the tubes B and rods 0 would only reach to the frame of side door of such a car, the door-passage of a freight-car preventing a direct continuous length of said intermediate tubes and rods.

Having described the several parts of our method of constructing our improvements in railway-cars, we claim the following:

1. The combination, ina railway-car, with the transverse frame A, confining the several sides of car, ofthe rods or cables 0, taking into the tubes B and passing through each successive transverse frame A, and the tubes B, to resist the compression strains and separate the sevby nuts 0, and the metal tubes B, separating x0 eral transverse frames, substantially as shown the series of transverse frames A, substantially and described. as shown and described.

'2. In a railway-car the combination with I 5 frames A and a, of thedistance-blocks a, joinggU R I qg N ing said frames with bolts or rivets a, the k bolts or rivets taking into the said named ele- Witnesses: ments, the rods or cables 0, taking into trans- E. D. GREEN, verse frames A and secured to end frame, A, GEO. T. KENNEDY. 

